Brake arrangement



March 7, 1939. w. H. BASELT BRAKE ARRANGEMENT Filed Nov. 18, 1937 3 Sheets-Sheet l MANN /,U/, Mn b an M arch 7, 1939. w H. BASELT BRAKE ARRANGEMENT Filed Nov. 18, 1937 3 Sheets-Sheet 2 w Q @Q NNV Q QNN March 7, 1939. w H B SE I BRAKE ARRANGEMENT Filed Nov. 18, 1937 3 Sheets-Sheet 3 Patented Mar. 7, 1939 UNITED STATES BRAKE ARRANGEMENT Walter H. Baselt, Chicago, Ill., asslgnor to American Steel Foundries, Chicago, 111., a corporation of New Jersey Application November 18, 1937, Serial No. 175,236

26 Claims.

My invention relates to brake rigging for railway cars and more particularly to a design of such rigging commonly known as clasp brake wherein brake heads and brake shoes are supported for engagement with the opposite peripheries of each wheel.

It is an object of my invention to design such a type of brake rigging for a six wheel truck wherein the body clearances are particularly o meager.

-It is a further object of my invention to design such a brake rigging wherein a plurality of power means will be supported on each side of the truck on opposite ends thereof, said power 15 means actuating a unified structure of rigging on one side of the truck.

A more specific object of my invention is to provide a novel means of connection between the brake rigging at opposite ends of the truck along 20 one side thereof, said connection sufil cing to equalize the power of the brake cylinders as applied at opposite ends of the truck.

A still further object of my invention is to design a clasp brake arrangement of the above 25 type which will be suitable for modern-high speed trains and one wherein the power means as well as the brake rigging may be supported from the truck frame.

With these and various other objects in view,

30 the invention may consist of certain novel feav tures of construction and operation as will be more fully described and particularly pointed out in the specification, drawings and claims appended hereto. i

In the drawings which illustrate embodiments of the device and wherein like reference characters are used todesignate like parts- Figure 1 is a top plan view of a truck and brake arrangement embodying my invention and showing the rigging at one end of the truck and at one side thereof; Figure 1A is a view of the brake rigging at the opposite end of the truck shown in Figure l and on the same side thereof, Figures 1 and 1A thus showing the complete rigging at one side of the truck;

Figure 2 is a side elevation of the rigging shown in Figure 1; Figure 2A is a side elevation of the rigging shown in Figure 2, Figures 2 and 2A thus showing a side' elevational view of the complete 50 rigging on one side of the truck;

Figure 3 is an end elevation taken from the right as shown in Figures 1A and 2A, certain parts being omitted therefrom for the sake of clarity;

55 Figure 4 is a view in section, the section being taken in vertical planes substantially as indicated by the line 4-4 of Figure 1; and

Figure 5 is a horizontal section taken adjacent the middle wheel and axle assembly and substantially in the plane indicated by the line 5-5 of 5 Figure 2A.

Figure 6 is a top plan view of reduced size, showing the full length of the truck with the power means at opposite ends thereof, said view being a. composite of the view shown in Figures 10 1 and 1A.

Describing my novel structure in more detail, the truck is of the generally well known equalizing type with the truck frame comprising the side members 2 integrally joined at opposite ends of the truck by end rails 4 and 6 and intermediate the ends of the truck by the spaced transoms 8, I0, l2 and I4 forming in the usual manner means of connection to the car body supporting bolster (not shown). The side members 2 have the integrally formed pedestal jaws I6, I 6 defining the pedestal openings l8, l8 and formr ing the usual means of connection with the wheel and axle assemblies 20, 20 through journal ends and journal boxes (not shown). Supported on the journal ends of adjacent wheel and axle assemblies 20, 20 is the equalizer 22 (Figure 4) upon which may be seated the usual spring seats 24 carrying the resilient means diagrammatically indicated at 26, said resilient means forming support for the truck frame as at 28.

The power means 30 (Figure 1A, right) secured to the side member 2 adjacent the side thereof as by securing means 32, 32 has a piston 34 pivotally connected as at 36 to the diagonally arranged cylinder lever 38, said cylinder lever having its inner end fulcrumed as at 40 from the bracket 42 integrally formed on the side member 2. Sliding support for the cylinder lever 38 is provided adjacent its outer end as at 44 (Figure 40 3) by the angle 46 which is secured to the bracket 48 on the side member 2 as by means of rivets 50, 50. Pivotally connected intermediate the ends of the cylinder lever 38 as at 39 is the release spring 4|, the opposite end of said release spring being adjustably connected as by means of the screw 43 to the bracket 45 secured to the side member 2 as by means of bolts 41, 41. Also pivotally connected intermediate the ends of the cylinder lever 38 as at 52 is one end of the pull red 54, said pull rod having its opposite end pivotally connected as at 56 to the dead horizontal auxiliary lever 58, said dead lever being fulcrumed intermediate its ends as at 60 from the bracket 52 which is secured to the truck frame as by rivets 64, 64. Sliding support for the inner end of the horizontal lever 58 is provided in the form of the angle 66 riveted to the end rail as at 68. The inner end of the auxiliary lever 58 is pivotally connected as at 18 to the pull rod 12, the opposite end of said pull rod'having a pivotal connection-as at 14 to the diagonally arranged live truck lever 16, said live lever having at its opposite end a pivotal connection as at 18 to the fulcrum 88 forming a portion of the brake lever connector or beam 82.

The balancing means for the brake lever connector 82 is in the form of the balance hanger 84, said balance hanger being in two pieces adjustably connected at th; mid-point thereof as at 86 (Figure 3), the lower end of said balance hanger having a pivotal connection as at 81 to the fulcrum 89 and the upper end of said balance hanger being pivotally connected as at 88 to the stirrup-like bracket 98, said connection being secured by the retaining bolt and nut assembly 92' and the bracket at 98 being secured to the end rail 4 as by means of rivets 94,94. Support for the rigging at this end of the truck is provided in the form of the hanger lever 96 which is pivotally hung as at 98 from the bracket I88 formed on the truck frame adjacent the corner thereof,

the lower end of said hanger lever being pivotally Y connected as at I82 to the trunnion end of the hanger lever connector 82. Intermediate the ends of the hanger lever as at I84 is pivotally connected an elongated brake head I85 (Figure 3) of novel form supporting a plurality of brake shoes I83, I83 for engagement with the periphery of the adjacent wheel in the manner more particularly described in my co-pending application Serial No. 175,238, filed of even date herewith. Balance means for the brake head .185 is provided in the form of the friction arms I81, I81.

The pull rod I86 is pivotally and adjustably connected to the live truck lever 16 intermediate the ends thereof as at I88, said pull rod having at the point of connection a yoke-like form as most clearly shown at II8 (Figure 1A), the outer end of said pull rod projecting as at II2 to have engagement with the angle guide bracket H4 which is secured to the end rail 4 as by the threaded bolts H6, H6. The inner end of the pull rod I86 has a pivotal connection as at II8 to a point intermediate the ends of the live truck lever I28, the lower end of said live truck lever having a pivotal connection as at I22 to the fulcrum I24 formed on the hanger lever connector I26 at a point adjacent the end thereof. Intermediate the ends of the fulcrum lever I24 is pivotally connected as at I28 the adjustable balance hanger I38 of the form previously described, the upper end of said balance hanger having a pivotal connection as at I32 to the bracket I34 which is secured to the transom 8 as by means of rivets I36, I36. Pivotally connected as at I38 to the trunnion end of the connector I26 is the lower end of the hanger lever I48, the upper end of said hanger lever being pivotally supported as at I42 from the transom 8 adjacent the juncture with the side member 2 and in the plane of the adjacent wheel. Intermediate the ends of the hanger lever I48 is pivotally connected as at I44 a brake head and brake shoes similar in structure to those at the opposite side of the adjacent wheel. The upper end of the live truck lever I28 has a pivotal and adjustable connection as at I46 to the pull rod I48, the opposite end of said pull rod having a pivotal connection as at I58 to the dead truck lever I52. The pull rod I48 is positioned over the transoms 8 and I8 by the guide straps I54, I54, said straps being secured to the truck frame as by the threaded bolts I56, I56. The lower end of the dead truck lever I52 has a pivotal connection as at I58 to the fulcrum I68 secured adjacent one end of the hanger lever connector I62, said hanger lever connector I62 having a pivotal connection at its trunnion end as at I64 to the lower end of the hanger lever I66, said hanger lever I66 supporting intermediate its ends as at I68 the usual brake head and brake shoes and being pivotally supported at its upper end as at I18 from the transom I8 adjacent its juncture with the side member 2 and in the plane of the adjacent wheel. Supporting and balancing means for the dead truck lever I52 is provided by the intermediate pull rod I12, said pull rod having a pivotal connection as at I14 (Figure 5)' to a point intermediate the ends of said dead truck lever I52, the jaw end of said pull rod I12 being extended as at I18 and pivotally connected as at I18 to the bracket I88 integrally formed on the transom I8.

The brake arrangement at the opposite end of the truck is the reverse of that just described as I lever having a pivotal connection as at I88 to the fulcrum I98 on the connector I92, the trunnion end of said connector being supported by the hanger lever I94 hung from the truck frame as at I96. The upper end of the dead truck lever I84 is connected through the pull rod I98 to the upper end of the live truck lever 288, the lower end' of said live truck lever being connected to the fulcrum 282 of the connector 284, the trunnion end of said connector being supported by the hanger lever 286 hung from the frame as at 288. The pull rod 2I8 is connected intermediate the ends of the live lever 288 and adjacent the opposite end is adjustably connected as at 2I2 to a point intermediate the ends of the live truck lever 2 I4, said pull rod being extended outwardly and having structures and functions similar to the pull rod I86 at the opposite end of the truck. The lower end of the live truck lever 2 I4 is pivotally secured to the fulcrum 2I6 on the connector 2I8, the trunnion end of said connector being supported by the hanger lever 228 which is hung from the truck frame as at 222 adjacent the juncture of the transom 6 and the side member 2. The upper end of the live truck lever 2I4 is connected to the pull rod 224, the opposite end of said pull rod being connected to the inner end of the dead auxiliary-lever 226, said auxiliary lever being fulcrumed at a point intermediate its ends as at 228 from the bracket 238 adjacent the juncture of the end rail 6 with the side mem- -ber 2. The outer end of said auxiliary lever 226 is connected as at 232 to the pull rod 234 and the opposite end of said pull rod is connected as at 236 to a point intermediate the ends of the dead cylinder lever 238, the inner end of said cylinder lever being fulcrumed as at 248 from the bracket 242 on the side member 2. The outer end of the dead cylinder lever 238 is connected as at 244 to the piston 246 on the power means 248 mounted on the side member 2. The release spring 258 is similar in structure and function to the release spring M at the opposite end of the truck.

In. operation the cylinders 30 and 248 at the opposite ends of the truck are actuated simultaneously. A description of the operation at the right side of the truck as shown will suffice for those skilled in the art. Assuming that the parts are in released position, movement of the piston 34 to the left (Figure 1A) causes the dead cylinder lever 38 to rotate in a clockwise direction about the fulcrum 40 at its inner'end, thus moving thepull rod 54 to the left and rotating the dead auxiliary lever 58 in a clockwise direction about the fulcrum 60 intermediate its ends. Movement of the auxiliary lever 58 actuates the pull rod I2 which in turn rotates the live truck lever I6 in a clockwise direction (Figure 2A) about the pivot I08 intermediate its ends, thus through the fulcrum moving the connector 82 to the left and swinging the hanger lever '96 in a clockwise direction about its point of support 98 until the associated brake shoes are brought into engagement with the periphery of the adjacent wheel. Continued actuation causes the live truck lever It to pivot in a clockwise direction about the fulcrum connection 18 at its lower end, this moving the pull rod I06 to the right and rotating the live truck lever I20 in a counter-clockwise direction about the pivot point I46 at its upper end and moving the connector Into the right until the brake shoes supported on the hanger lever I40 are brought into engagement with the opposite periphery of said wheel. Further actuation causes the live truck lever I20 to rotate in a clockwise direction about the pivot I22 at its lower end, moving the pull rod I48 to the right and rotating the dead truck lever I52 in a clockwise direction about the fulcrum "4 intermediate its ends until the brake shoes supported on the hanger lever I66 are brought into engagement with the periphery of the adjacent intermediate wheel. It will readily be understood that the movement of the parts from the opposite end of the truck will be in the reverse direction although otherwise identical. Release of the power means will cause the parts to move in directions reverse to those just described, thus releasing the brake mechanism. It will also be recognized that a1 though in this method of operation movement of the parts is described successively, nevertheless said parts aetually'function substantially simultaneously.

It is to be understood that I do not wish to be limited by the exact embodiments of the device shown which are merely by way of illustration and not limitation as various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

I claim:

1. In a railway car truck a framework, supporting wheel and axle assemblies, power means mounted on said framework adjacent the corners thereof, auxiliary levers fulcrumed at the corners of said framework and operatively connected respectively to said power means, and brake rigging comprising hanger levers supporting brake heads and brake shoes for engagement at opposite sides of each wheel, connectors joining the lower ends of the hanger levers at opposite sides of the truck for each assembly, fulcrums on said connectors adjacent each end thereof, live truck levers supported at opposite sides of the end assemblies and connected at their lower ends to adjacent fulcrums and intermediate their ends to each other, dead truck levers supported on opposite sides of the intermediate assembly and connected at their lower ends to adjacent fulcrums and intermediate their ends to each other, connections between the truck levers of adjacent assemblies, and operative connections between the live truck levers at opposite ends and opposite sides of the truck and said auxiliary levers respectively.

assembly, fulcrums on said beams adjacent the ends thereof, live truck levers supported at opposite sides of the end assemblies and connected to adjacent fulcrums, dead truck levers supported at opposite sides of the intermediate assembly and connected to adjacent fulcrums, pull rods connecting said truck levers, operative connections between the live truck levers at opposite ends and opposite sides of the truck and said auxiliary levers respectively, and adjustable balancing means supported from said framework and connected to certain of said fulcrums.

3. In a six wheel railway car truck comprising a side member, supporting wheel and axle assemblies, power means mounted on said side member adjacent the opposite ends thereof, auxiliary levers fulcrumed at the opposite ends of said side member, cylinder levers fulcrumed adjacent said power means and connected respectively tosaid power means and to said auxiliary levers, and brake rigging comprising hanger levers supporting brake heads and brake shoes at opposite sides of each wheel, brake beams joining hanger levers at opposite sides of the truck for each assembly, live truck levers supported at opposite sides of the end assemblies and fulcrumed at their lower ends from the adjacent beams, dead truck levers supported on opposite sides of the intermediate assembly and fulcrumed at their lower ends from the adjacent beams, pull rods connecting adjacent truck levers, and operative connections between the truck levers at opposite ends of the truck and the adjacent auxiliary levers respectively.

4. In a six wheelrailway car truck a frame- Work, supporting wheel and axle assemblies, power means on said framework adjacent the corners thereof, auxiliary levers fulcrumed at the corners of said framework and operatively connected respectively to said power means, and brake rigging comprising hanger levers supporting brake heads and brake shoes at opposite sides of each wheel, beams connecting the hanger levers at opposite sides of the truck for each assembly, fulcrums on said beams adjacent the ends thereof, live truck levers supported at opposite sides of the end assemblies and connectedto adjacent fulcrums, dead truck levers supported at opposite sides of the intermediate assembly and connected to adjacent fulcrums, pull rods interconnecting said truck levers, and operative connections between the live truck levers at opposite ends and opposite sides of the truck and said auxiliary levers respectively.

5. In a six wheel railway car truck a frame-' work, supporting wheel and axle assemblies, power means mounted on said framework adjacent the corners thereof, auxiliary levers fulcrumed on said framework at the corners thereof, cylinder levers fulcrumed from said framework adjacent each of said power means and operatively connected thereto respectively, pull rods connecting the cylinder lever and the auxiliary lever at each corner of the truck, and brake rigging comprising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate assembly, pull rods connecting adjacent truck levers, and operative connections between the auxiliary levers at the four corners of said framework and the adjacent live truck levers.

6. In a six wheel railway car truck a framework, supporting wheel and axle assemblies, power means mounted on said framework adjacent each corner, auxiliary levers fulcrumed from said framework and operatively connected respectively to said power means, and brake rigging comprising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate assembly, pull rods connecting adjacent truck levers, and operative connections between the live levers at opposite ends and opposite sides of the truck and said auxiliary levers .respectively, the intermediate pull rods at opposite sides of said truck having their opposite ends pivoted to said truck frame and certain of said pull rods having integral extensions cooperating with guide means formed on the ends of said framework.

'7. In a six wheel railway car truck a framework, supporting wheel and axle assemblies, power means mounted on said framework adjacent the corners. thereof, auxiliary levers fulcrumed at the corners of said framework, cylinder levers fulcrumed from said framework adjacent said power means and connected respectively thereto, connections between the adjacent cylinder levers and auxiliary levers, and brake rigging comprising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate assembly, pull rods connecting adjacent truck levers, and connections between the live truck levers at opposite ends and opposite sides of said truck and said auxiliary levers respectively.

8. In a brake arrangement for a six wheel railway car truck a truck frame comprising a side member and end rails, wheel and axle assemblies, power means mounted on said side member adjacent opposite ends thereof, auxiliary levers fulcrumed from said side member at the opposite ends thereof and having their outer ends operatively connected to said power means respectively, and brake rigging comprising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate asssembly, and pull rods connecting adjacent truck levers, said live truck levers adjacent opposite ends of the truck being diagonally arranged and having their upper ends connected respectively to said auxiliary levers.

9. In a six wheel railway car truck a frame, wheel and axle assemblies, power means mounted adjacent opposite ends of said frame, auxiliary levers fulcrumed from said frame and operatively connected at their outer ends respectively to said power means, and brake rigging comprising live truck levers supported on opposite sides of the end assemblies, certain of said live levers being diagonally arranged, dead truck levers supportedat opposite sides of the intermediate assembly, pull rods connecting adjacent truck levers, and

operative connections between said auxiliary levers and said diagonally arranged levers at opposite ends of the truck.

10. In a six wheel railway car truck a framework, supporting wheel and axle assemblies, power means mounted adjacent opposite ends of said framework, auxiliary levers fulcrumed on said framework at opposite ends thereof and operatively connected to said power means respectively, live truck levers supported on opposite sides of the end assemblies, dead truck levers supported on opposite sides of the intermediate assembly, pull rods connecting the levers associated with each wheel, otherpull rods connecting the levers of adjacent wheels, and operative connections between the live levers at opposite ends of the truck and said auxiliary levers.

11. In a six wheel railway car truck a framework, supporting wheel and axle assemblies, power means mounted on said frame-work adjacent each corner, auxiliary levers fulcrumed from said framework and operatively connected respectively to said power means, and brake rigging comprising live truck levers supported at opposite I sides of the end assemblies, dead truck levers supported-at opposite sides of the intermediate assembly, pull rods connecting adjacent truck levers, and operative connections between the live levers at opposite ends and opposite sides of the truck and said auxiliary levers respectively.

12. In a six wheel railway car truck a framework, supporting wheel and axle assemblies, power means mounted on said frame-work adjacent each corner, auxiliary levers fulcrumed from said framework and operatively connected respectively to said power means, and brake rigging com prising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate assembly, pull rods connecting adjacent truck levers, and operative connections between the live levers at opposite ends and opposite sides of the truck and said auxiliary levers respectively, certain of said pull rods having integral extensions cooperating with guide means formed on said framework.

13. In a six wheel railway car truck a framework, supporting wheel and axle assemblies, power means mounted on said frame-work adjacent each corner, auxiliary levers fulcrumed from said framework and operatively connected respectively to said power means, and brake rigging comprising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate assembly, pull rods connecting adjacent truck levers, and operative connections between the live levers at opposite ends and opposite sides of the truck and said auxiliary levers respectively, the intermediate pull rods at opposite sides of said truck having their opposite ends pivoted to said truck frame.

14. In a brake arrangement a truck frame, spaced wheel and axle assemblies, power means mounted adjacent the ends of said frame, and brake rigging comprising live levers supported on opposite sides of the end assemblies, dead levers supported on opposite sides of the intermediate assembly, pull rods connecting adjacent levers, auxiliary levers fulcrumed at the opposite ends of said frame and having their inner ends connected respectively to certain of said live levers, and operative connections between said power means respectively and the outer ends of said auxiliary railway car truck a frame including a side memlevers fulcrumed from said frame at their inner ends and connected to said power means respectively at their outer ends, and pull rods connecting points intermediate the ends of said cylinder levers to said auxiliary levers respectively.

15. In a six wheel railwaycar truck a framework, supporting wheel and axle assemblies, power means mounted on, said frame-work adjacent the corners thereof, auxiliary levers fulcrumed at the corners of said framework and operatively connected respectively to said cylinders, braking means comprising brake heads and brake shoes supported at opposite sides of each wheel, said braking means including live truck levers on opposite sides of the end assemblies and dead truck levers on opposite sides of the intermediate assembly, and connections between said auxiliary levers and the braking means at opposite ends of the truck.

16. In a brake arrangement for a six wheel ber, spaced wheel and axle assemblies, a plurality of power means mounted on said side member, and brake rigging comprising live levers supported at opposite sides of the end assemblies, dead levers supported at opposite sides of the intermediate assembly, pull rods connecting adjacent levers, and auxiliary levers mounted at each-end of said frame and having their inner ends connected to certain of said live levers and their outer ends operatively connected to said power means respectively.

1'7. In a brake arrangement a truck frame, spaced wheel and axle assemblies, power means mounted adjacent the ends of said frame, and brake rigging comprising live levers supported on opposite sides of the end assemblies, dead levers supported on opposite sides of the intermediate assembly, pull rods connecting adjacent levers, auxiliary levers fulcrumed at the opposite ends of said frame and having their inner ends' connected to certain of said live levers, and operative connections between said power means respectively and the outer ends of said auxiliary levers.

18. In a six wheel railway car truck a truck frame comprising a side member and end rails, wheel and axle assemblies, power means mounted on said s de member adjacent the ends thereof, auxiliary levers fulcrumed intermediate their ends at the junctures of said side member and I said end rails, operative connections between said power means and said auxiliary levers respectively, and brake rigging comprising live truck levers supported at opposite sides of the end assemblies. dead truck levers supported at opposite sides of the intermediate assembly, and pull rods connecting adjacent levers.

19. In a brake arrangement for a six wheel railway car truck a truck frame comprising side members and end rails, spaced wheel and axle assemblies, power means mounted on said framework adjacent each corner thereof, auxiliary levers fulcrumed from said framework and operatively connected to said power means respectively, and brake rigging comprising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate assembly, and pull rods connecting adjacent levers at opposite sides of the truck. a

20. In a brake arrangement for a six wheel railway car truck a framework, spaced wheel and axle assemblies, power means mounted adjacent opposite ends of said framework, and

brake rigging comprising live truck levers supported at opposite sides of the end assemblies, dead truck levers supported at opposite sides of the intermediate assembly, dead auxiliary levers fulcrumed at opposite ends of said framework and operatively connected at their outer ends respectively to said power means, and pull rods connecting adjacent levers.

21. In a railway car truck, a frame, power means carried thereon adjacent opposite ends thereof, supporting end and intermediate wheel and axle assemblies, and clasp brake means associated with said wheels and comprising dead truck levers on opposite sides of an intermediate assembly and live truck levers on opposite sides of end assemblies, pull rods interconnecting adjacent truck levers at opposite sides of the truck; and an operative connection between the power means at each end of the truck and the adjacent live truck lever.

22. In a railway car truck, a frame, power means carried thereon adjacent opposite ends thereof, supporting end and intermediate wheel and axle assemblies, and clasp brake means as sociated with saidwheels and comprising dead truck levers on opposite sides of an intermediate assembly and live truck levers on oppositesides of end assemblies, pull rods interconnecting said truck levers, and an operative connection between the power means at each-end of the truck and the adjacent live truck lever, said operative connection comprising a lever fulcrumed from said frame adjacent said power means and operatively connected at opposite ends respectively to said adjacent live truck lever and to said power meansl 23. In a railway can-truck, a frame, power means carried thereon adjacent opposite ends thereof, supporting end and intermediate wheel and axle assemblies, and clasp brake means associated with said wheels and comprisingvdead truck levers on opposite sides of an intermediate assembly and live truck levers on opposite sides of end assemblies, pull rods interconnecting said truck levers, and an operative connection between the power means at each end of the truck and the adjacent live truck lever, said operative connection comprising a dead truck lever fulcrumed from saideframe adjacent said power means and connected at one end to said power means and operatively connected intermediate its ends to said adjacent live truck lever.

24. In a railway car truck, a frame, power means carried thereon adjacent opposite ends thereof, supporting end and intermediate wheel and axle assemblies, and clasp brake means associated with said wheels and comprising dead truck levers on opposite sides of an intermediate assembly and live truck levers on opposite sides of end assemblies, pull rods interconnecting said truck levers, and an operative connection between the power means at each end of the truck and the adjacent live truck lever, said operative connection comprising a plurality of dead truck levers fulcrumed from said. frame and operatively connected between said power means and said adjacent live truck lever.

25. In a railway car truck, a frame, power means carried thereon adjacent opposite ends thereof, supporting end and intermediate wheel and axle assemblies, and clasp brake means associated with said wheels and comprising dead truck levers on opposite sides of an intermediate assembly and live truck levers on opposite sides of end assemblies, pull rods connecting the truck 10 an intermediate wheel and axleassemblies, power means on the frame adjacent opposite ends thereof, and braking means comprising dead truck levers on opposite sides of the intermediate assembly, live truck levers on opposite sides of the end assemblies, pull rods interconnecting said levers, and an operative connection between -the power means at each end of the truck and the adjacent live truck lever.

WALTER H. BASELT. 

